Charge forming device for combined light and heavy fuels



FUELS A. H. HOOPS March 17, 1936.

CHARGE FORMING DEVICE FOR COMBINED LIGHT AND HEAVY Filed June 13, 1935 3Sheets-Sheet 1 Filed June 13, 1935 3 SheetsSheet 2 FUELS 3 Sheets-Sheet3 March 17, 1936. oops CHARGE FORMING DEVICE FOR COMBINED LIGHT ANDHEAVY Filed June 13, 1955 Patented Mar. 17, 1936 UNITED STATES CHARGEFORMING DEVICE FOR COMBINED LIGHT AND HEAVY FUELS Albert II. Hoops,Savannah, Ga.

Application June 13, 1935, Serial No. 26,507

8 Claims. (Cl. 123-133) The invention relates 'to charge forming devicesand has as an object the provision of a device embodying a combinedintake and exhaust manifold to render possible the use of gasoline or 5'a heavier oil, as fuel oil, at willy It is a further object of theinvention to provide a device to enable the use of gasoline as a fuelfor an internal combustion engine during the warming up period and theuse of a heavier 10 fuel, as kerosene or a fuel oil, when the motor hasbeen properly heated up.

It is a further object of the invention to provide a device of thischaracter having theremostatic means to control the heat applied to the15 fuel.

It is a further object of the invention to provide a device of thischaracter having a double faced valve located within the heating chamberoperable in one position to allow fuel to be drawn 20 from a gasolinecarbureter, in another position to draw fuel from a heavier oilcarbureter, and in intermediate positions to provide a combination ofthese fuels.

Further objects of the invention will appear 5 from the followingdescription when read in connection with the accompanying drawings- Fig.4 is a horizontal section on line 4-4 of Fig. 3;

Fig. 5 is a like section on line 5-5 of Fig. 3;

Fig. 6 is a vertical section upon an enlarged scale on line 6-6 of Fig.1, the carbureters being omitted;

Fig. 7 is a side elevation omitting the carbureters of a device for asix-cylinder motor;

Fig. 8 is a vertical section on line 88 of Fig. '7; and

Fig. 9 is a vertical section on line 99 of Fig. '7.

As shown the device comprises a combined intake and exhaust manifold 10having a member H attachable to an existing internal combustion enginein place of the usual intake and exhaust manifolds thereof, and providedwith exhaust openings l2, l3, l4, and I5, each for one of the cylindersof a four-cylinder motor, and intake openings l6, l1, each for twocylinders of said motor.

The exhaust openings are shown as communicating with an exhaust gaspassage or.chamber I8 from which the exhaust gases pass upwardly atsubstantially its coolest point.

into the chamber l9 through which intake conduits 20, 2| pass to theopenings l6, l1. Conmeeting the conduits 20, 2| is a baflie plate 22compelling thegases from passage l8 to pass upwardly and about the pipes28, 2| in their flow to outlet conduits 23, 24 from which they escape tothe exhaust pipe 25.

The exhaust gases from passage l8 escape into the chamber I9 through aport 26 and passage 21.

To provide for control of the heat applied to the intake conduits 20,2|, a bypass for exhaust gases is shown comprising a port 28 and passage29 to the exhaust pipe 25.

To control the ports 26 and 28 there are shown valves 30, 3f carried byvalve stems 32, 33 mounted upon the lever 34 at opposite sides of itspivotal axis 35 governed by a bell crank arm 36 and plunger rod 3? undercontrol of a thermostat 38 shown as placed in the exhaust gas chamberThe thermostat 38 may be of any desired'character which can causelongitudinal movement of the rod 31.

To supply fuel to the intake manifold, there is shown a carbureter 39for gasoline and a second carbureter 40 for heavier oil. The carbureter39 is shown as feeding to a conduit 4| seated in the top of the chamberbody l and terminating in a valve seat 42. Carbureter 48 is shown asfeeding to a conduit 43 entering a side of the body It! and terminatingin a valve seat 44.

A double faced, double acting valve 45 is shown as reciprocable to seatupon either valve seat 42 or 44 at will, and controlled by valve stem46, crank arm 41, and link 48, which latter may lead to the dash of thevehicle.

To hold the valve in its seated position in either direction, there areshown oppositely acting springs 49, 50 surrounding rods pivoted at 52and abutting against a knuckle 53 carried by the rod 45. The springs 49,50 will force the valve to either seat to which it is moved by the bellcrank 41 and by providing proper control of the link 48 the valve may beheld in any intermediate position to draw fuel from both the gasolineand the heavy oil carbureters at the same time.

Throttle valves which may be of the usual butterfly type, not shown, arecontrolled by means of bell cranks 54, 55 linked together by link 55 andsimultaneously controlled as by link 51 which may lead to theaccelerator of an automobile.

The device may be operated upon gasoline during the warming up periodwith the valve 45 in its position opposite that shown in the drawingsand when the motor has become heated to a sumcient degree, which isfound to take place in a ing 10, Fig. 8. The operation of this form ofthe very few minutes, operation of the link 48 to reverse the positionof the valve 45 will immediately start the motor to operating upon theheavier oil. The amount of heat applied to the fuel may be adjusted byadjusting the length of the rod 31 by means of nut 58' in an obviousmanner.

The form of Figures '7, 8, and 9 is designed for a six-cylinder motorwherein three intake pipes are required to feed two cylinders each andtherefore one of these pipes must be centrally located with respect tothe device. For this purpose the outlet from the valve chamber 59 leadslaterally to a three-branch fixture 60, the central conduit 6| fromwhich feeds the two middle cylinders of the motor and the conduits 62,63 of which feed the end cylinders.

In this form of the device there are four exhaust pipes 64, 65, 66, and61 in place of pipes 23, 24 of the four cylinder motor form and thereare shown two pairs of exhaust gas control ports 68, 69 in place of onepair, 26, 28, of the four cylinder form, to evenly divide the flow ofthe gases and to fall upon each side of the central intake opendevice issimilar to that already described.

The many devices which have already been proposed for the purpose of thepresent invention have failed-of success from a variety of causes.Either there has been too much or too little heat applied to the oilfuel, the heat has not been properly controlled or the various intakepassages have not been evenly heated or failed to evenly supply fuelmixture of even heat to the several cylinders. Operation of a' motorequipped with the 'present invention upwardly of twenty thousand miles,without carbon trouble, dilution of crank case oil, or smoky exhaust,and with a fuel economy of substantially twenty-five miles per gallonindicates that these difliculties have been overcome.

If the oil fuel is not heated sufliciently, liquid fuel in the cylinderswill dilute the crank case oil and produce an objectionably smokyexhaust. If heated too much the oil fuel mixed with air will burn in theintake conduits.

By the structure described, provision is made for ample heat, but undercontrol. The oil intake passage to the common .valve chamber has moreexposure to heat than does the gasoline intake. The valve chamber, wherethe fuel is distributed to the various intake conduits being in the heatchamber is under heat conditions making toward effective distribution.

The exhaust gas inlet or inlets to the heat chamber being midway of thelength of the exhaust manifold and of the heat chamber combined with thebafile between the intake conduits forcing the heating gases to goupwardly and about said conduits provide for even heating thereof. Theintake conduits are of approximately an even length. The intake conduitspass through the exhaust gas manifold to give a final heat just beforeentering the engine block.

Minor changes may be made in the physical embodiments of the inventionwithin the scope of the appended claims without departing from thespirit thereof.

I claim:

1. In a device of the class described, in combination: a heat chamber; acommon intake passage in the upper portion of said chamber; a pluralityof intake conduits in said chamber, radiating downwardly and outwardlyfrom said passage to outlets to be placed in communication with intakeopenings of an engine, means to supply air carbureted by gasoline or byoil at will to said passage; inlet and outlet ports for ingress ofexhaust gases to and exit of said gases from said chamber adjacent itslower central portion; and baflie means to provide a tortuous passagefor said gases between said ports in contact with the walls of saidconduits and of said common intake passage.

2. In a device of'theclass described, in combination: an exhaust gaspassage having openings for communication with the cylinders of anengine; a heating chamber; an intake manifold having a common chamber insaid heating chamber and downwardly and outwardly sloping con duitsleading through said heating chamber to openings to communicate with theintake openings of an engine; a baflie plate connecting the walls ofsaid conduits; a passage opening between said exhaust gas passage andsaid. chamber at one side of said baille; an outlet passage from saidchamber at the opposite side of said baffle; and

means to at will supply light or heavy fuel to said common chamber.

3. In a device of the class described, in combination: an exhaust gaschamber closed at its ends and having openings in a side thereof to beplaced into direct communication with the exhaust ports of an engine; aheat chamber above said exhaust chamber andhaving an inlet port openinginto said chamber adjacent its central portion; an exhaust pipe; 9. portopening from said exhaust chamber to said pipe; valve means controllingsaid ports to by pass a desired portion of exhaust gases about saidchamber in accordance with heat conditions in said chamber; a pluralityof intake conduits extending downwardly through said heat chamber; andmeans to at will supply gasoline or oil fuel mixture to said intakeconduits.

4. In a device of the class described, in combination: an exhaust gaschamber 'closed at its ends and having openings in a side thereof to beplaced into direct communication with the exhaust ports of an engine; aheat chamber above said exhaust chamber and having an inlet port openinginto said chamber adjacent its central portion; an exhaust pipe; a portopening from said exhaust chamber to said pipe; valve means controllingsaid ports to by pass a desired portion of exhaust gases about saidchamber in accordance with heat conditions in said chamber; a pluralityof intake conduits extending downwardly through said heat chamber, meansto at will supply gasoline or oil fuel mixture to said intake conduits;and thermostatic means to actuate said valve means.

5. In a device of the class described, in combination: a heat chamber;aligned intake passages opening into a common valve chamber enclosed insaid heat chamber; oppositely facing valve seats about the openings ofsaid passage; a double faced valve in said valve chamber coacting witheither of said seats at will; a gasoline carburetor and an oilcarburetor connected with said respective passages; intake conduitsradiating from said valve chamber within said heat chamber and havingoutlets to be placed in communication with inlet ports of an engine;baflie means between said conduits; inlet and outlet ports on oppositesides of said baflle means for ingress and egress of exhaust gases toand from said heat chamber.

having an exhaust inlet from said manifold substantially midway thereofand an exhaust outlet substantially opposite said inlet; a valve chamberadjacent the upper portion of and enclosed in said heat chamber;gasoline and oil fuel inlets to said valve chamber; a double actingvalve in said chamber to at will control supply of a chosen fuel; intakeconduits radiating within said chamher from said valve chamber tocommunicate with the inlet ports of the engine; and heme means betweensaid conduits to cause exhaust gas to pass around said conduits betweensaid gas inlet and outlet to and from said chamber.

7. In a device of the class described, in combination: an exhaustmanifold to receive from the exhaust ports of an engine; a heat chamberhaving an exhaust inlet from said manifold substantially midway thereofand an exhaust outlet substantially opposite said inlet; a valve chamberadjacent the upper portion of and enclosed in said heat chamber;gasoline and oil fuel inlets to said valve chamber; a double actingvalve in said chamber to at will control supply of a chosen fuel; intakeconduits radiating within said chamber from said valve chamber tocommunicate with the inlet ports of the engine; baflie means betweensaid conduits to cause exhaust gas to pass around said conduitsbetweensaid gas inlet and outlet to and from said engine block to placesaid openings into communication with the exhaust ports of the engine; aheat chamber joined to a wall of said first named chamber and extendingthereabove; a common intake chamber centrally located in the upperportion of said heat chamber; intake conduits symmetrically located insaid heat chamber, extending downwardly therein and through saidexhaustchamber to ports to be placed in communication with the intake ports ofan engine block; aligned intake passages extending in oppositedirections to said common chamber; means to supply readily anddiflicultly vaporized fuel mixtures to the respective intake passages;

a double acting valve operable in said common chamber to select the fuelto be burned; a port opening between said exhaust and heat chambers andan outlet port from said heat chamber.

ALBERT H. HOOPS.

